Engine



3 Sheets-Sheet 1.

(No Model.)

G; E. WHITNEY.

ENGINE.'

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(N Model.) 3 Sheets-Sheet 2.5 G. E. WHITNEY.

ENGINE.

10.601,218.v Patented Mar. 22,1898.

l l l l I l l 1 y? @vg-OOOOIOOoOoo UNITED STATES PATENT OFFICE.

GEORGE E. WHITNEY, O F BOSTON, MASSAOHUSETTS,'ASSIGNOR TO THE WHITNEY MOTOR WAGONCOMPANY, OF KITTERY, MAINE.

ENGINE.

SPECIFICATION forming part of Letters 1'Eatent No. 601,218, dated March 22, 1898.

Application led March 18, 1897.

To all whom it may concern.-

Be itknown that I, 'GEORGE E. WHITNEY, of Boston, county of Suffolk, State of Massachusetts, have invented an Improvement in Engines, of which lthe following description,I in connection with the accompanying drawings, is a specification, like letters and Iigures on the drawings representing like parts.

This invention has for its object the production of a novel engine of great power,economy, strength, and simplicity, compact and of light sweight, and particularly adapted for use as a motor for vehicles.

I have herein shown my invention as provided with meansw'hereby the speed may lbe varied, the engine reversed, the supply of waterregulated automatically, the sound of the exhaust deadened, and the exhaust-steam dried, so as to become invisible before it is discharged into the atmosphere.

It is essential in the production of a practical horseless vehicle, propelled .by steam, which for many reasons I consider the most economical and easily controllable motive power, that the motive. mechanism should possess the greatest possible economy of fuel and Water, Whichhas to be carried in the vehicle, and the greatest possible lightness and compactness consistent with strength and du.- rability. In this connection I deem of ygreat importance the arrangement of one or more cylinders and valve-chests within a jacket connected with the boiler-shell at one side, for thereby it becomes possible, by connecting the jacket with the interior of the boiler, to cause the hot Water and steam when at boiler temperature to surround the cylinder and valve-chest, thus acting to prevent condensation and to dry the steam in the cylinder, so that the exhaust-steam contains less moisture and thereby decreases the waste of water as well as'aids in rendering the exhaust steam invisible when further treated, as hereinafter described.

The use of an upright boiler is considered I by me essential in steam-propelled road-vehicles, as thereby considerable variation of water-level caused by passing over inequalities inthe road is of no consequence, andthe varrangement of the engine on the side of the serai No. 628,169. (No man.)

boiler Yaffords at once lightness, strength, durability, and compactness.

Figure 1 is a front elevation, partly in section, of an engine embodying my invention. Fig. 2 is a partial top or-plan view thereof broken out and with the bonnet removed. Fig. 3, in side elevation and partial vertical section,.represents the engine shown in Fig. 1. Fig. 4 is anenlarged detail View, partly in section, of the reversing mechanism. Fig. 5, in elevation and partially in section, represents the boiler with the feed-Water-controlling device. Fig. 6, in side elevation, represents a throttle-actuating device whereby a very slight movement of the throttle is effected. Fig. 7 shows the throttle in vertical section enlarged. Fig. 8 is a section of the valve enlarged and detached. Fig. 9 is an enlarged sectional View of the muffler for the exhaust-steam shown in elevation in Fig. 1. Fig. 10 is a modified form of construction of the expansion member of the boiler, to be referred to. Y

I have herein shown the boiler of my engine as Vof the upright tubular type and comprising a preferably cylindrical steel shell A and Water-leg B, surrounding the re box or chamber B', the water-leg forming the sides of the lire-chamber.

The Water-leg is composed, of concentric steel shells b b', riveted together at their lower ends, as at 5, and strengthened and stiffened A in usual manner by stay-bolts 6, a lower tube-4 head b2 being riveted at 7 to the upper end of 'the inner shell b and forming the top of the ire-chamber. A series of very thin long copper fire-tubes bx are secured at their lower ends in the head b2 and at their upper ends in the upper or top head b3, (see Fig. 3,) the latter being riveted, as at 8, to the boiler-shell A, a bonnet D surmounting and closing the top of the boiler and connected with the downturned flue D19 for the escape vof the products of combustion.

It is well known that the copperhas a much greater rate of expansion than steel, and great trouble has been experienced in using copper tubes ofany length infirmly and` rigidly securing them to the heads. In fact it is im- IOO boilers as now constructed, and consequently steel tubing is used, which is not only much more expensive than copper, but owing to the liability of steel to corrode if made very thin the steel tubes must be made much thicker than is necessary with copper. The increased thickness of steel tubes decreases the heating effect of each tube an d the boiler makes steam much more slowly. The thinner copper tubes possess not only the non corrosive and quicker-heating qualities, but the further manifest advantage that a greater number of such tubes of a stated interior diameter can be inserted in a given boiler, thereby greatly increasing the heating-surface.

I have devised novel means whereby the copper tubes may be used without leakage, and owing to the thinness of the copper a boiler made in accordance with my invention will steam very quickly and economically.

Between the lower end of the shell A and the upper end of the outer shell Z) of the water-leg I have herein shown a thin resilient ring Z110, preferably of steel, riveted'to the two parts at I) 10, respectively, said resilient expansion-ring being substantially l-shaped in cross-section, or two parallel flanges connected by a reverse-curved web, as clearly shown in Fig. 3.

The walls l) b of the water-leg B are not connected at their upper ends, and as the tube-head b2 forms a rigid part of the waterleg, while the upper head b3 forms a rigid part of the boiler-shell A, the latter being supported by the expansion-ring bw, the latter permits the longitudinal expansion of the tubes 11X and takes up the contraction, completely preventing disruption or any leakage at the points where the tubes are secured to the heads.

It is obvious that the longitudinal eXpansion of the tubes may be provided for by making an integral portion of the boiler-shell serve as the expansion member-as, for instance, by making an annular bend in the shell between the portions to which the tubeheads are secured, one form of such modification being shown in Fig. 10.

A main crank-shaft C is supported in suitable bearings CX, secured by brackets 120 to the water -leg, the preferably quarteringcranks C' and C2 being connected with the piston-rods P P2 by connecting-rods c' c2, cross-heads c3 c", rigidly secured to the pistonrods, sliding on vertical guides ci c6, secured by brackets 12 and 13 to the shell A and water-leg, respectively.

Inasmueh as the expansion member of the boiler is located between the crank-shaf t bearings CX, to which the lower ends of the bracerods a ale attached, and the rigid points of attachment of their upper ends, the variation in the distance between these points of attachmentdueto action of the expansion member is provided for by the brackets 120, which while rigid laterally are suiiiciently iexible in a vertical direction. The brackets 12 and 13, which support the guide-rods ci and c, in like manner yield sufficiently to prevent any distortionof the said guide-rods.

The two cylinders P P are mounted in and supported by ajacket E, preferably comprising flanged top and bottom members e c', riveted to the boiler-shell, as herein shown, and a vertical side wall e?, riveted at top and bottom to said members and at its ends to the shell A, making a rigid and strong yet light support.

Referring to Fig. 1, it will be seen that the fianged ends of the cylinders are screwed to the members e and c', which have openings therein to receive the flanged cylinder-heads p p, bolted in place. The vertical brace-rods d a, passing through the jacket-bottom e and secured to the cylinders and to the crankshaft bearings CX, hold the crank-shaft in position.

Referring to Fig. 3, openings 3 are shown in the shell A, which communicate with the interior of the jacket E, so that the hot water and steam from the boiler will surround the cylinders and their valve-chests, of ordinary eonstruction, thus preventing cooling by radiation and condensation and maintaining the cylinders at high temperature and greatly increasing the economy of the apparatus by drying the steam in the cylinders.

The brace-rods d are arranged in pairs, and each pair has rigidly secured thereto outwardly-extended stands F, which provide bearings for the valve-actuating shaft fx. (Shown separately in Fig. et.) This shaft has cranks f f2 for the connecting-rods j"3 f", jointed in turn to the valve-stems n 1:', working in the valve-chests V. The shaftfx is elongated at one end, as atf, Fig. 4, to rcceive a sleeve f longitudinally movable thereon and connected to and to rotate with the shaft byakey f7, said sleevchaving, as herein shown, a cam-groove f8 in its outer surface. A sprocket-wheel f has an elongated hub flo, which receives the sleeve f6, a lug or proj ection f12 on the hub entering the cam-groove fs, said sprocket being connected by a suitable sprocket-chain f13 with a sprocket-wheel 0X on the crank-shaft C. Rotation is thus transmitted from the latter to the valve-actuating shaft fx, which operates the valves, and by moving the sleeve f6 by any suitable means in or out on the valve-shaft the latter, through the projection f1? and cam-groovef, acts to reverse the direction of rotation of the shaft and thereby change the valves to reverse the engine.

In motor-vehicles particularly, passing as they must over various kinds and varieties of road-beds, it is evident that the boiler will be sub j eeted to more or less vibration or jarring, which has a tendency to cause foaming, and should priming take place the water passing over into the cylinder will usually terminate in an accident to the mechanism. Instead, therefore, of taking the boiler-steam from a single point, I connect the steam-pipe (l, Figs.

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2 and 3, with a plurality of tubular branches tion of the steam-outlets over different portions ofthe steam-space of the boiler, assisted by the battle-plates, I am enabled to operate the engine and-boiler with'entire safety and without fear of priming even should considl erable foaming occur.

The steam-pipe d is provided with a throttle-valve having a stem t, said pipe leading from the top of the steam-space of the boiler to the valve-chests, as described, and making an independent steam connection between the boiler and valve-chests.

The jacket E is provided with a manhole E and cover-plate E2, by which access may be had to the interior of the jacket when necessary.

By referring to Figs. l and` 2 it will be seen that when the cover-plate E2 is removed direct access may then be had to the valve-chests to examine the same or to adjust the valves even while steam is up and full pressure on in the boiler, for the steam in the jacket is not admitted to the space between the valve-chests thus left open by the removal of the cover. So, too, if for any reason it is necessary to have access to the cylinders while the steam is up, the cylinder-heads maybe removed, as

4there is no direct communication between the jacket and the cylinders, the steam admitted to the valve-chests and cylinders being controlled by the throttle.

The power is transmitted from the crankshaft C in any suitable manner, and as herein shown' by a sprocket-Wheel C5, if it is desiredto apply the engine to a vehicle to drive the same.

An upright (see-Fig. 6) is erected on the upper end of the cylinder-jacket, on which is fulcrumed at 7l a lever 72, jointed at one end to the throttle valve-stem z5, the other end of said lever being jointed at 73 to one arm 74 of a toggle, the other arm 7 5 being fulerumed at '76 to a iiXed upright 77. By straighten-v ing or breaking the toggle the lever 7 2 will be rocked to move the throttle, and when the toggle is nearly straight very slight movement will. be imparted to the throttle-valve, lso that it may be regulated with great nicety, while its movement is greater when the toggle is bent more. A link 78 connects the joint of the toggle with an arm 7 9 on arock-shaft 80, having a bearing in the vupright 70,'and said rock-shaft has attached to-it an arm 1513, operated by a link 1512, whereby the rock-shaft is turned by a suitable connection with a controlling device. (Not herein shown.)

Figs. '7 and 8 show details of the throttle. It

suitable point.

consists, essentially,of an outer case, (marked 11,) in which is mounted a valve-seat 2511. The valve-stem 15 within this case has on its end a valve composed of a flat-faced disk 1518, having on its side or edge guiding projections to bearagainst the interior of the case. The valve is closed tight by the contact of the flat seat and face and opened by separating them. In order to be able to separate the flat seat andface without a powerful rush of steam entering through the throttle into the cylinder and thus making the vehicle start with a jump when the engine is applied to a vehicle to provide the motive power therefor, I place on the center of the face of the valve a conical projection'z519, which when the valve is closed stands in and substantially iills the upper part of the opening in the valve-seat. By the addition to the valve of the said projection it is possible when opening the valve by separating the liat face and seat to leave a much smaller passage for the steam than would otherwise `be left, thus to insure the very gradual and slow passing of the steam through the seat to the cylinder, or,i1:f.other words, the said cone so lls the seat that the steam can issue but slowly until after the liat part of the valve `has been moved for a considerable distance from the said seat. By the mechanism shown in said Fig. 6 the throttle is under completey control; but to attain greater refinement of movement of the said throttle, which is necessary in order to start] a motor-vehicle slowljT or to move very slowly, as may be necessary with such a vehicle, in crowded streets, I also make use of the mechanism shown in Figs. 7 and 8.

In Fig. l the exhaust-pipe E10 leads from the valve-chests to the flue D111 on the exterior of the boiler-shell.

Referring to Fig. 5, I have shown a pipe 40 opening into the top of the boiler, said pipe at its other end opening into one end vof a chest or chamber 4l, arranged horizontally and at the normal water-level. The other end of the chest is connected by a return-pipe 42 with the lower portion of the water-leg B, so that the water may freely find thesame level in the pipe 42, the chamber 41, and the lower part of the pipe 40 thatv is maintained in the boiler, and while freely finding such level (the water in these pipes and in the chamber 4l `does not circulate otherwise than very slowly) it remainspractically dead and therefore at a much lower temperature than the water and steam in the boiler. The chest is provided with a gland or stuffing-box 43, through which passes an expansion-rod 44, secured at its inner end, and at its free end attached to a valve 45 in the feed-Water-supply pipe 46, which connects the water-tank with the boiler at a A su pply-pump constantly in operation is attached to the feed-water pipe 46 at a suitable point between the valve'45 and the boiler.r Now when the water is at the proper level and therefore standing in the chest 41-the expansion-rod will maintain the IOC tomatically shut when the water is raisedhi gh enough to fill the chamber ll.

The expansion-rod may be made of aluminium, which I find will give highly satisfactory results, or it may be made of other metal having the requisite degree of expansion.

By means of valves at 0X and 42X the automatic controller for the feed-water may be shut off from the boiler.

It is obvious that the feed-water regulator herein described may be applied to any type of steam-boiler wherein it is desired to automatically maintain a substantially constant water-level.

I prefer to heat the boiler by naphtha, kerosene, or other suitable liquid fuel supplied to the combustion chamber or furnace within the water-leg B and provided with suitable burners, (not shown,) and I have herein shown a feed-regulator for the fuel, (see Fig. 5,) the same not being herein described in detail, as it forms no part of this invention.

I prefer to mount the engine and boiler 011 a road-vehicle in such a manner that the same will be partly within and partly below the body thereof.

For the purposes of obtaining greater comfort to the occupants, eompactness, improving the looks of the vehicle to which my present invention may be applied and making it less unlike ordinary vehicles, I construct the flue D10, as in Fig. l, with its discharge-opening at the lower end of the boiler, so that the slight gaseous products of colnbustion may pass off beneath the vehicle out of the sight and smell of the occupants. In order to induce a downward draft, I insert a downwardlypointed steam-jet D, connected with the boilerin the flue l)10 at about the point shown in Fig. l. New in using a steam-motor for such vehicles itmust be bornein mind that a cloud of escaping steam from the exhaust, especially if accompanied with the puffing noise usual in the exhaust of high-pressure engines, would be very objectionable, mainly on the ground that it would be unsightly and would frighten passing horses. Iy the prevention of priming in the manner described and by exhausting the steam in a substantially dry state from the cylinder, due to the jacket described, there is very little moisture to be condensed, and the exhaust is further dried by its entry into the flue D10, preferably at a point as near the top as possible, where it is acted upon by the hot gaseous products of combustion, so that there is praetically under ordinary circumstances no visible exhaust issuing from the fiue. The puffingnoise, however, must be obviated by other means, and for this purpose I have devised a muffler and pressure-equalizer interposed in the exhaust-pipe El between the valvechest and the flue D1", the muffler serving to completely deaden any sound from the exhaust.

The muffler is shown in section in Fig. 9 as a metal cylinder M, into the ends of which the exhaust-pipe El" is tapped, and the cylinder is filled with fibrous material MX, preferably curled hair. An envelop M', of wiregauze, preferably surrounds the fibrous material, maintaining it in place in the cylinder and preventing its passage into the exhaustpipe E". In actual practice the exhauststeam passes in successive puffs from the cylinder to the muffler, and the fibrous material M seems to so break up or disintegrate the saine that it issues therefrom into the flue DI" ina steady continuous stream without the least noise. The passage of the steam from the exhaust into the flue is thus continuous, and thereby the hot gases ofA combustion coming down the flue have time to dry and evaporate the exhaust steam or particles of water condensed therefrom, rendering it invisible. This the hot would not have so good an opportunity of doingif the steam or particles of water condensed therefrom were forced into the flue in successive intermittent pu ff's.

My invention is not restricted to the precise construction and arrangement of the various parts hereinbefore set forth, as obviously changes in the construction and rearrangement of parts may be made without departing from the spirit and scope of myinvention.

Having fully described my invention, what I claim as new, and desire to secure by Letters Patent, is-- l. A steam-boiler comprising a fire-chamber, water-leg, and shell, the water-leg having inner and outer walls joined at their lower ends and forming the sides of the fire-chamber, the outer wall being a continuation of said shell, a lower tube-head attached to the inner wall of the water-leg and forming the top of the fire-chamber, an upper tube-head attached to the upper portion of said shell, fire-tubes constituting a rigid connection between said heads within the boiler-shell, and connnunicating with the fire chamber, the tubes being composed of a material having a different rate of expansion from that of the material of the shell, and an expansion member interposed between the parts of the boiler which support the tube-heads, whereby the difference of expansion between the parts joining the peripheries ot the said heads and the tubes joining the interior portions of the heads is permitted without injury.

2. In an apparatus of the class` described, an upright boiler, an engine mounted on the shell thereof, a jacket surrounding the engine-cylinder and secured to the boiler-shell, said jacket communicating with the interior of the boiler, and an independent steam-supply conneetion between the cylinder and the boiler.

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IIO

3. A-steam-boiler shell, an external chamber or jacket secured'thereto, the boiler-shell forming the rear wall of the jacketfand having openings thereinto, respectively above and below the normal water-level, and a cylinder within the -jacket and detachably secured to the ends thereof, and an independent steam-supply connection between the cylinder and the boiler.

4. Y A boiler-shell, an exterior jacket, a cylinder and valve-chest supported vby and inclosed in said jacket, a steam-supply connection between said chest and boiler, and an independent connection between'v the interiors of the shell and jacket, whereby the hot water and steam may circulate around the cylinder and Avalve-chest.

5. In an apparatus of the class described, a boiler, an engine mounted thereon wholly exterior thereto, a jacket secured to the boilershellA and communicating with the interior thereof, the engine-cylinder being attached tothe jacket ends, and cylinder-heads externally removable and adapted to be secured to the cylinder ends.

6. The boiler-shell having attachedl jacket ends e and ve', and the cylinder having its flanged heads and ends bolted to said jacket ends,a side Wall interposed between the jacket ends and connected therewith and with the boiler-shell, steam-tight,thus forming a jacket inclosing said cylinder, the interior of the jacket communicating with the boiler above and below the normal water-level, whereby hot water and steam therefrom circulate about and surround the cylinder, and an independent steam-supply connection between the cylinder and boiler.

7. A tubular boiler comprising a shell, and tube-heads secured to the upper and lower portions thereof, tubes rigidly attached to the heads, and having a different rate of expansion from the shell, an expansion member for the shell, between the tube-heads, an engine 'mounted exteriorly on the shell, and connections between said engine and shell, laterally rigid and adapted to yield vertically to permit the operation of the expansion member of the boiler. i

8. Propellin g mechanism for road-vehicles, comprising an upright boiler, an engine mounted externally on said boiler, its cylinder and main shaft, a jacket surrounding and supporting the cylinder and secured to the boiler, bearings for the main shaft a support for said bearings laterally rigid and adapted to yield vertically, and secured tothe boilershell, and upright brace-rods rigidly connecting said bearings and cylinder.

9. In an upright, tubular steam-boiler, thel throttle, and a plurality of tubular branches 1 of water to the throttle is prevented.

10. In an upright, tubular steam-boiler, the

throttle, a plurality of tubular branches leading to a single inlet thereto from different points of the steam-space, the inner ends of said branches being held in the upper tubehead,and baffle-plates located below the tubehead and the inner ends of the branches, to

thereby prevent passage of water with thesteam to the throttle.

11. In a steam-engine, its throttle, a lever connected therewith and having a `fixed fulcrum, a toggle one arm of which is jointed to said lever, the other arm having a fixed fulcrum, and means connected with the j ointof vthe toggle, to straighten or break the latter and thereby rock the throttle-actuating lever.

12. A steam boiler andl engine having a steam-drying apparatus consisting of a cylinder and a valve-chest inclosed in a steamthe interior of the boiler,-whereby the steam inthe cylinder and valve-chest is kept hot and dry, a flue for the escape of the products of combustion, a steam-exhaust pipe leading from the cylinder and opening into said iiue, and a muflier and pressure-equalizer in said pipe between the cylinder and the iiue,whereby the exhaust of the steam into the flue is made continuous instead of intermittent, and the steam, or particles of water condensed therefrom is dried and made invisible.

13. An upright boiler, an external jacket or chamber secured thereto, a cylinder within the jacket, a throttle to control the steam-supply for the cylinder, means to draw steam from a plurality of points in the boiler steamspace for the throttle-supply, and to prevent passage of water thereto, and a connection between the jacket and boiler.

14. An upright boiler, an external jacket or chamber secured thereto, a cylinder within the jacket, a throttle to control the steam-supply for the cylinder, means to draw steam from a plurality of points in the boiler steamspace for the throttle-supply and to prevent passage of water thereto, and connections between the jacket andY boiler, respectively above and below the water-level, whereby hot water and steam may surround the cylinder and valve-chest.

15. An upright boiler, an engine mounted exteriorly thereon, an external chamber or jacket inclosing and supporting the cylinder and valve-chest of the engine and located near the upper end of the boiler-shell, a crankshaft supported on the lower portion of said boiler, a throttle for the cylinder, means to drawsteam from a plurality of points in the boiler steam-space for the throttle-supply and to prevent passage of water thereto, and a connection between the interior of the boiler and the jacket.

16. A boiler-shell, an exterior jacket, a cylinder and valve-chest supported upon and inclosed in said jacket, a connection between 'jacket mounted upon and connecting with IOO the interior of the shell and the jacket, a

access may be had to the Valve-chest through the side wall of the jacket.

17. A boiler, an engine mounted thereon wholly exterior thereto, a jacket secured to the boiler-shell and communicating with the interior thereof, the engine-cylinder being attached to the jacket ends, cylinder-heads externalljT removable and adapted to be secured to the jacket ends and cylinder, a valvechest within the jacket7 a removable cover for an opening in the jacket adjacent the Valvechcst, and a throttle to control the entrance of steam to the valve -chest and cylinder whereby access may be had to either the valvechest or cylinder while the steam in the boiler and in the jacket surrounding the cylinder and valve-chest is under pressure.

1S. Aboiler-shell havin g an external jacket or chamber attached to the side thereof and GEORGE E. VIHTNEY.

Vitnesses:

GEO. W. GREGORY, ADDIE F. DANIELS. 

